Crude or heavy oil engine.



B. JOHNSON.

CRUDE 0R HEAVY 0H. ENGINE.

APPLICATION man 05026. |913.

l 2233939 Patented Ap1.24,1917.

3 SHEETS-SHEET I.

B. JOHNSON.

CRUDE 0R HEAVY 0|L ENG|NE. APPLICATION FILED psc. 26. I9I3.

,223,7939 Patented Apr. 24, 191?.

3 SHEETS-SHEET 2.

"Illlll Uil/65,565

B. IOHNSON.

CRUDE 0R HEAVY OIL ENGINE.

APPucATxoN FILED 0m26.191s.

l ,223,?93 Patented Apr. 24, 1917.

3 SHEETS-SHEET 3.

@y mi@ Jiffy.

BERNHARD JOHNSON, OF VALPARAISO, INDIANA.

CR'UDE OB HEAVY OIL ENGINE.

Specification of Letters Patent.

Patented Apr. 2d, i917.

Application iled December 26, 1913. Serial No. 808,800.

To all whom z' may concern:

Be it known that I, lnnmmno JOHNSON, a subject of the King and Queen of Sweden, residing at Valparaiso. in the county of Porter and State of Indiana, have invented certain new and useful Improvements in Crude or Heavy Oil Engines, of which the following is a specification.

My invention relates to improvements in crude or heavy oil internal combustion engines of the four-cycle type and it appertains more especially to the following features.

While the object sought is the use of the heavy oils my invention will secure greater efficiency in the use of ordinary fuels. To accomplish this among other things I depart from the usual custom of improving carbureter details by using any adaptable form of standard vaporizer or atomizino' process and embody my invention in the engine proper, sopas to use crude oil or heavy oil, by compressing the first charge in a supplementary chamber; by forcing such charge into a heated storage chamber; by withdrawing it back into the compression chamber and at the same time admitting thereto a second charge through a check valve located between the carbureter and cylinder; by forcing both charges into the heated storage chamber thus securing a homogeneous mixture unattainable with carburization alone; by opening a valve between the storage chamber and a heated by-pass allowing an in-rush of the compressed fuel to pass another valve placed at the entrance to a second or power cylinder when the piston thereof is at its in stroke, again closing such valves; by compressing the highly heated charge, thus admitted, on the up stroke of the piston, preparatory to igniting the same; by providing enlarged or supplementary compression portions of the power pistons to draw in the charges; by providing tandem valves that are opened by a single cam and closed independently of each other; by providing a pair of cylinders so that the supplementary compressing chamber of one prepares the fuel for the other cylinder and vice-versa; and by combining a heating and muiiiing action in the heater.

With these and other ends in view I illustrate in the accompanying drawings such instances of adaptation as disclose the broad features of my invention without limiting myself to the specific details shown.

Figure l is a partial diagrammatic view of a pair of cylinders and suitable interconnections.

Fig. 2 shows an elevation in section through the heating chamber.

Fig. 3 shows a. top plan view of the heater, partly in section.

Fig. 4 is an enlarged sectional elevation of the valve stem casing and the valves of cylinder l.

Fig. 5 is an of cylinder 2.

Fig. 6 is a plan of the heater, in section, through passage way leading from compression chamber B.

Fig. 7 is a plan of the heater, in section, through passage way leading from compression chamber A.

Fig. 8 is an elevation of the piston, partly in section.

Fig. 9 shows a modified vent.

One of the adaptations of my invention comprises two engine units in which the fuel charges are prepared in one engine for use in the other one. I am aware that such means have been appli-ed in engines of the two-cycle type but do not believe the steps of such preparation have been followed as are herein instanced. The cylinders of a pair of engines are marked 1 and 2 and the compression chambers A and B respectively so as to differentiate the same from the reference numerals attached to the various parts shown on the drawing.

Between the two cylinders a heater H is placed so as to serve both the receiving and delivery passages, the purpose being to use as much heat as possible to assist in the thorough gasification of the fuel. This heater may be made in any desired manner so long as the greatest area can be subjected to the heat of the exhaust gases. It may be placed to one side of the engines so as to permit of their being placed nearer to each other and the labyrinth of passage ways, etc., disposed in any way that is found most economical and simple to manufacture, the important point being, to have the inlet elevation of the lower valve form of leakage valves as near the Working cylinders as possible and the passage walls as thin as practical so as to abstract the maximum amount of heat from the exhaust.

It is believed that, combined with the thorough mixing of the fuel charges under and in the presence of extraneous heat, the complete utilization of th-e carbon of the fuel willbe effected without the deposit of soot or without producing incrustations on the walls of the passage ways or cylinders.

In order that the heat admitted to the heater H may be controlled, a valve is placed between the exhaust manifold and the heater. Another' valve is placed in the exit pipe of the manifold. By means of these two valves, interconnected if desired, the effect of back pressure can be modified at will. On starting the largest amount of heat is required even with a priming system so that all the products of combustion can be sent through the heater which at such and other times may have a muffling as well as heating effect. In the ordinary type of internal combustion engine all the muiling is done distant from any possible utilization of the heat energy of the exhaust. The area of the storage ducts and chambers within the heater should of course bear a working relation to that of the power cylinders and the compression chambers and the heating area bear a suitable relation to these and also to the volume of the combined exhausts.

The two engines 1 and 2 may almost be duplicates of each other, yet to facilitate placing the heater H as close to the exhaust and between them they should be of right and left hand construction, though this is not essential. Under other conditions, to overcome waste in radiation between the heater and exhaust head, the heater may be formed immediately adjacent the exhaust and intake portions of the cylinders, as a separate unit if desired, having fuel receiving and delivery orifices and also heat inlet and outlet openings formed therein.

The cylinders may be provided with the usual water jackets, spark plugs, crank chambers, timing gears, cam shaft, distributer, etc. When more than two cylinders are to be used to a single crank shaft they are operated in pairs, as one, two or three combined units aggregating two, four or six cylinders. Each cylinder, 3, has inlet ports 4 and exhaust openings 5 placed at its upper end. Between cylinders 3 and the crank chambers 6 enlarged compression and fuel intake chambers A and B aie cast integrally with the cylinders. I/Vithin the. chambers A, B, enlarged heads 7 of the pistons 8 slide. There is an inlet opening 9 and an outlet port 10 to each of the chambers A, B. Connecting rods 11 transmit movement from pistons 8 to cranks 12 of shaft 13. A suitable sub-base 14 serves to hold the engines of combustion leak into chambers A, B and in order to prevent this a groove 18 is formed around pistons 8, between the usual packing rings. Holes 19 lead from the groove into the inside of the piston. Any

leakage that may occur in the first packing rings will be led into the connecting rod and crank chamber spaces thus safeguarding the chambers A, B from contamination.

Between the cylinders I have shown the heater H which comprises a suitable casing 30 having ianges 2O and 21 by means of which it is secured to the cylinders 3 land inlet heads 22. The exhaust manifold 23 at 24 connects with a valve 25 and extension 26 to the heater H at its upper end. Valve 27 is 85 placed in exit pipe 28 so as to control the outlet of exhaust gases with respect to the needs of the heater H, in which interspaces 29 are formed. These lead to outlet 30 placed on the underside from where the spent gases may be led to wherever desired.

Within the heater casing various passages and ducts arel formed. These comprise a storage chamber 31 leading into 10 and extending to the opposite side of the casing so as to cause the charges to be subjected to as much heat as possible. Here a valve 32 is located. This valve controls their passage from 31 to by-pass 33 located within the upper portion of the heater1 H, connecting 10o with inlet ports 34 and 4. Valve 35 controls the time of inlet at this point. From compression chamber A and opening l0 a passage way 36 leads to the opposite side of the heater where valve 37 is located. This 10.5

valve affords entrance into the by-pass 38 which in turn leads to inlet ports 39 and 4, controlled by valve 40. Below valves 32 and 37 small chambers are formed which lead directly to their respective by-passes 33 and 38. iio

Valves 32 and 35 operate as a unit for the opening phase of their movement but they may close independently of each other. One cam moves both valves. The stem 41 has an abutment for the spring 43. It supports valve 32 and passes through packing nut 44 and terminates in an elongated head 45, into which an adjusting screw 46 is threaded. A lock nut 47 holds them in any selected position. Above the 48 is placed s0 as to rest on 46. A collar 42 and spring 43 are practically duplicates of those actuating stem 41.

Valves 40 and 37 serve the same purpose in connection with their stems, as valves 32 and 35 with their tension meinbers, the only difference being that valve 37 is placed lower down on its stem 49 than, valve 32 is located on stem 41. In order however to make part 46 another valve stem 120 springs, etc.,

valve 37 accessible, plug 130 50 is provided so as to reach across compartment 31. This plug has a hexagonal collar 51, a large threaded portion and a reduced threaded end 53. Suitable packing may be used at 54 and 55, if needed.

Leakage from valve 1stems 41, 48 and 49 is prevented by means of two tubes 56 and 57 threaded onto each other-one internally and the other externally. Lock nut 58 holds them tightly against packings 55 and 59. The body portion of these tubes being thinner than their threaded portion they will freely slide over each other as soon as the threads are disengaged.

The usual intake manifold 60 may be used. It has inserted therein check valves 61, with any coperating carbureter 62 placedbetween them.

The sequence of operations may be readily traced through the following description considered in connection with the preceding portion of the specification. Supposing piston 8 of engine 1 ready to be moved downward. In its first down stroke a fuel charge will be drawn through opening 9 to partially fill the compression chamber A. On the following up stroke the charge is forced into the passage ways of heating chamber 36 by head 7, check valve 61 preventing movement toward the carbureter, heat being absorbed from the controlled exhaust gases of passage 29. As the head 7 moves downward the second time the heated and expanded charge is sucked back into chamber A not completely filling it and at the same time a new fuel charge is drawn through opening 9 to co-mingle with the previously heated fuel present in chamber A. 1t is of course obvious that the area of head 7 in relation to/ the size of lcheck valve 61.

and opening 9 is such that at the working speed of the engine chamber A is but partly filled by a single suction stroke thus allowing ample space for a second charge to be added to a first one, both charges being compressed into chamber 36 on the second up stroke of head 7. At about the end of this second up stroke valves 37 and 40 open for a moment and permit the mixture to traverse by-pass 38 and ports 39 and 4 in cylinder 3 of engine 2. On the up stroke of piston 8 of cylinder 2 the thoroughly mixed and pre-heated fuel is further compressed during the same time that the piston of engine 1 is making its third down stroke preparatory to repeat the operation of its first and second down strokes thereby causing the compression head 7 of engine 1 to supply the working cylinder of engine 2.

The cycle of operations for engine 2 is the same as for No. 1 though the specific passages used are dierent. The incoming charges, through port 9 are sent through port 10 into storage space 31 from where they are delivered by valve 32 to by-pass 33 and from thence by valve 35 to'engine No. 1, thus repeating the operations.

If desired I may make vents 63 through the cylinder walls at a point corresponding to the lowermost position of the pistons on their in strokes so as to register with grooves 18. An obvious equivalent would be reached by forming the grooves in the cylinders instead of on4 the pistons so as to, at the end of each down stroke, catch any leakage that may manifestitself. When the grooves are placed on the piston and external vents are used, leakage products can accumulate in the grooves throughout the up and down stroke of the pistons to be released therefrom when the vents are reached. This arrangement may also serve as a means for keeping the piston relatively cool and prevent preignition.

TWhat l claim is,

1. A pair of cylinders, separate pistons slidable therein, enlargements to said pistons, compression chambers for the enlargements, fuel inlets to said chambers, check valves in the inlets, an independent heating chamber, fuel passages therein, means for directing exhaust gases around said passages, separate connections from the respective compression chambers to the fuel passages in the heater, separate connections from fuel passages within the heating chamber to opposite cylinders, means for independently subjecting the fuel in such passages to. additional heat, and independent valves controlling the entrance and exit of said passages, whereby the fuel charge is subjected to two heatings first when the enlargement forces the charge into the heating chamber and secondly when such charge is withdrawn and again returned to the chamber after comingling with a second charge preparatory to being admitted to the working end of the cylinder.

2. A pair of cylinders, separate double ended pistons operable therein, one end serving for compression and power purposes and the other for suction and compression only, passage ways leading from in front of the compression end of one piston to in front of the power end of the other piston, means for heating the passageways by the exhaust gases of the cylinders, suitable independent valves placed at the exits of the passage ways, and other valves interposed therein between the first named valves and the compression chambers.

3. A power chamber, a piston slidable therein, a compression chamber, a piston slidable in said compression chamber, means for preventing back flow in the inlet to the compression chamber, an inlet to said chamber; a heater; means adapted to deliver a and finally deliver both charges to said heater; means for conducting the fuel from the heater to the power chamber means for releasing the same therefrom to the power chamber, and means for further compressing the fuel by the power piston.

4:. A pair of cylinders, pistons operative therein, power and compression chambers to each cylinder, interconnections from the compression chamber of one cylinder to the power chamber of the other cylinder adapted to conduct fuel charges, means for heating said charges located between the compression chambers and the power chambers of the cylinders, and suitable pairs .of independent valves adapted to control the passage of the charges through the heater to the power chamber of the respective cylinders the two valves of each pair being opened at the same time and which may be closed independently of each other.

5. A compression chamber, a power cylinder and a piston therein forming a unit, another unit coperating therewith the compression chamber of one unit being connected to the power cylinder of the other unit, a heater placed between the compression chambers and the cylinders, two pairs of independent valves constituting separate sets adapted to control the passage of fuel through the heater, means for opening one valve of each set through the movement of the other valve of the same set, and means for closing the valves of each set independently of each other and of the valves constituting the other pair.

6. Suitable cylinders, pistons therein, compressors actuated by the pistons, a fuel heater comprising storage chambers for holding fuel, separate ducts leading from such chambers to the power end of the cylinders, pairs of valves interposed in each of said ducts, passage ways leading to said chambers from the compressors, means for positively opening one pair of valves independently of the other pair, means for closing one valve of each pair independently of its companion, and means for subjecting the storage chambers and ducts to heat.

7. A pair of cylinders, pistons slidable therein, compressing chambers connected therewith, a heater in common for both cylinders provided with storage chambers, fuel connections from the compressors to the storage chambers within the heater, ducts leading through the heater from the storage chamber, openings from the ducts to the cylinders, valves between the chambers and ducts, other valves controlling the openings to the cylinders, and controllable means for directing the exhaust gases from the cylinders to said heater.

8. A pair of cylinders, a pair of compressors, a fuel supply to both compressors, a check valve for each compressor, ducts from the check valves leading to the compressors, a heater connected to the cylinders and compressors, a common exhaust for the cylinders, and means for controlling the admission of the exhaust gases to the heater so as to heat the fuel before using the same in the cylinders.

9. A pair of cylinders, exhaust outlets therefor, a detachable heater attached to both cylinders provided with storage cha-mbers, a pair of compressors, open ducts leading therefrom to the storage chambers of the heater, independent passage ways connected to the storage chamber and leading therefrom to the cylinders, a separate passage way in the heater, means for connecting the same to the exhaust outlets, and means for controlling passage therethrough.

l0. A pair of cylinders, suitable pistons therein, a compression chamber in connection with each, a fuel supply for each chamber, outlets leading to the chambers, inlet openings to the power end of the cylinders, storage chambers connecting freely with the compression chamber outlets so as to admit of unobstructive flow thereto and therefrom, independent ducts from the storage chambers to the cylinders, means for cordinating the movement of the charges with the movement of the pistons, and means for subjecting the storage chambers and the connected ducts to the heat of the exhaust gases from the cylinders whereby the volatilization of the fuel is facilitated.

In testimony whereof I afhx my signature in presence of two witnesses.

BERNHARD JOHNSON.

Witnesses:

EDWARD OBENCHAIN, PERCY A. LAWRENCE.

copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents. Washington, D. 

